Automatic control of clutch and throttle actuation of an automotive vehicle



Dec. 2 8, 1937.

s. vyHlTTlNGToN AUTOMATIC CONTR OL OF CLUTCH AND T HROTTLE ACTUATION OF AN AUTOMOTIVE VEHICLE Filed July l5, 1932 5 Sheets-Sheet l INVETOR.

Dec. v28, 1937. R. s. wHrr'rlNGToN 2,103,284

AUTOMATIC CONTROL OF CLUTCH AND THROTTLE y ACTUATION OF AN AUTOMOTIVE VEHICLE Filed July l5, 1952 5 Sheets-Sheet 2 44 l Az`7A 4 fc y Dec. 28, 1937. R. s. wHlTTlNGToN AUTOMATIC CONTROL OF CLUTCH AND THROTTLE ACTUATION OF AN AUTOMOTIVE VEHICLE Filed July l5, 1932 5 Sheets-Sheet INVENIOJ'? v: A

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7:.' i #if ,vamente Ralph '8.

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Corporation, South Bend, corporation oi' indi l amazesl 'rre coN'ra or environ aan. orma acrns'riois or AN Aeromo- Oak Park; Ill., assigner Application 315, 1932, Serial No. 622,703

This invention relates to an automatic'cortrol meansA for use in controlling the actuation of throttle and clutch`of an auto ,Motive vehicle '1n their proper relation. l

One of the primary objects of this invention is to provide a control means of the above-mentioned character which WiILautOmatically .control the.disengagement and engagement of the clutch plates, and also control ,automatically the acceleration ofthe motor during the period that the clutch plates arescontacting.

' A further object of this invention is to. Drovide a control means of the above mentioned character which will eiiect a slower contacting of the clutcl plates after the vehicle has been free wheeling or lcoasting 'for a time, than is obtained when the gears of the transmission are being normally shifted and the accelerator depressed to drive the Vehicle.

This invention further contemplates the provision of means whereby the motor may be ,acceleratecl more in advance of the contacting-oi the clutch plates when the accelerator is depressed rapidlyy as compared to depressing the accelerator slowly.V

Still further this invention contemplates the provision of a control means `of the above mentioned character which will allow the clutch plate pressure to increase or decrease accordingly as the accelerator is depressed or released during the range of clutch engagement.

This invention also provides means effecting a i slower final contacting of the clutch plates at slow motor speeds than at higher motor speeds, when the accelerator is depressed rapidly.

NumerousV other objects and advantages of this invention will become more apparent as the following description proceeds, particularly when reference is made to the accompanying drawings,

wherein:

Figure 1 is a semi-diagrammatic view partly in section ofa control ineans constructed' in accordance with this invention; L

Figure 1A is a fragmentary cross sectional view taken substantially on the line IA-IA of Figure 1;

Figure 1B is a igagmentaryfcross'sectional view taken substantially on the line ure 1; Y,

Figure 2 is a semi-diagrammatic view partly in section of a methodoptlonal 'to the one illus,-

tratedin lFigure A1, of controlling the acceleration Figure 1, with a. control valve for this diaphragm;

Figure 3A is a' fragmentary sectional view taken substantially on the line 3A-3A of Figure 3.

Figure i is a senil-diagrammatic view partly in section ofa portion of a system similar to the one in Figure 1, but showing some variations.

Figure 4A is a fragmentary sectional view taken substantially on the line A-A of Figure 4.

' Figure 5L is a semiadiagrammatic view partly in section of a modified form of the control illustrated in Figure 4.

Figure 5A. is a fragmentary sectional view taken substantially on line 5A,5A of Figure 5.

Figure 6 is a semi-diagrammatic view partly in section of a portion of a control means to be used in connection with a. system as illustrated in Figure 1.

Fig. 'I is a. semi-diagrammatic view partly in vsection showing how the system of Fig. 1 is associated with the motor of the vehicle.

Fig. 8 is a view partly in section of a portion of a control means to be used in connection with a system as illustrated in Fig. 1.

In general, this invention provides an automatic control means for the clutch of an automotive vehicle which also accelerates the motor automatically at the instant thatithe clutch begins to engage. In prior devices of this nature this has been accomplished by means of mechanical connection to the accelerator pedal of such kind that the carburetor throttle valve would be opened the proper amount at the time the clutch started engagement. However, this has been a delicate adjustment and one that required frequent adjustment to secure the proper relation of the throttle valve setting and the beginning of clutch plate'contact, I

This invention further provides a means of securing the proper clutch plate contact after the vehicle has' been free wheeling, or coasting,r` with the clutch disengaged. and the motor is accelerated todrive the vehicle again. The conditions encountered` at thistime are entirely dierent from those encountered while shifting the gears of the transmission and accelerating the motor to drive the car again, for at this time the motor is still revolving at several hundred Arevolutions per minute, and'after the gears have been shifted and the accelerator depressed again, the motor will pick up speed very rapidly. But ,50 after the car has been coastingfor ajtime, the I motor has'had time to slow downto a low speed and is idling. 'I'hen when the accelerator is de`l pressed again to drive the car, the motor speed must necessarily require more time to come up where the motor is already turning rapidly. /The result is that after free wheeling, the clutch will engage before the motor comes upto the speed of the c'ar, and a jerk is felt as the motor is brought up to speed. This invention provides means of delaying clutch/1` engagement luntil the motor comes up to speed, after the car has been free wheeling, without slowing up the clutch engagement during the-shifting of the gears.' i

This invention also provides a method of contacting the clutch plates under full control -i the accelerator pedal position, giving the operator of the vehicle better controlwhile maneuvering the car in close quarters. p Referring then to the drawings wherein like .reference characters designate corresponding to atmospheric pressure. Passage 4I containing parts through all views, there is shown in Figure i a system composed of a conduit i adaptedtobe1 connected by conduit 8d2 to the intake manifold ii of the motor of an autqmotive vehicle which is designated by the numeral Nid. Conduit i is provided with lateral extensions 2 and 3 which slidably receive piston i and'valve 5. Piston i is connected J'by linkage@ to accelerator pedal i. The conduit i is divided into passages S, Si, and i@ by piston d and valve Piston operates inbore ii to control the communication of passages d and il. Valve E operates in bore i2 to control communication between passages 9 and-lil. Passage it is provided to place passage 8 in communication with passage i@ only at such times that the reduced portion i6 of piston d is in alignment ,with passage as shown in Figure i which corresponds to the position of complete release of the accelerator. Piston is also provided with groove .I5 adapted to place passage Si in communication with the atmosphere upon a predetermined movement ofpiston S. Valve 5 is\actuated by spring` I6 `and is' held in bore'l2 by plug i1. Hole I8- opens'bore I2`to the atmosphere. Conduit i terminates in diaphragm casing I9 placing one side of diaphragm in communication with passagearcanes Spring tl' actuates piston 4i an`d plug 48 closes bore 4d. i

In the operation 'of the system passage 8 is subject to the vacuum in the intake manifold and all parts are shown in Figure 1 in the position they occupy while the motor idles. Vacuum from passage t first acts through passage it, groove 49 of piston 5, allowing atmospheric pressureacting through hole, i8 to overcome spring IG and place piston E in the .position shown in Figure l. Then by virtue oi the reducedportion 5@ of' valve '5,

diaphragm 2o is placed ?in direct communication with passage 8' allowing^atmospheric pressure acting through port 2l .ondiaphragm 20 to overcome clutch springs and move the clutch plates to the position shown in Figure l., Thegears oi the transmission may nowV be shifted. -When ^the accelerator pedal 1 is depressed valve d is moved in the direction of the arrow to cuto vacuum in passage ii from `passage s and passage i3, and at approximately the same time place passage 8 in communication with the atmosphere thru groove i5 in` piston 4i. As air is admitted lto passage @it passes valve 5 by virtue of the reduced portion@ and enters diaphragm casing i9 to begin to equalize atmospheric pressure acting) on diaphragm 2d, but by virtue of clutch springs 25 pulling on diaphragm' 20, a vacuum sufilcient to overcome spring iS- acting to close valve 't is developed in passage i0 as the clutch plates move toward engagement.

As soon, however, as the clutch plates begin to contact,- the pull of the clutchsprings onl diaphragm 2u wil11decrease, causing a drop in vacuum in passage it. This drop in yacuum will be communicated to the exposed area of valve 5, and spring i6 is of such strength that valve E is moved to close passage )9 from passage I0 at some v predetermined clutch platepressure, and further engagementof the clutch. must be eiected by' atm sphere entering passage 'I0 thru port 28 and* con uit 2S. l

The operation described above taires place when Il. Diaphragm 201s exposed en its ether face to #the accelerator' pedal-1 is' depressed ist enough atmospheric pressure through port 2 i and is oonnected to the'clutch plate 22 by stem '24. Clutch to move valve Q to shut oil vacuum in passage I;

and open passage 9 to theatmosphere thru groove plate L22 is moved to'contect clutch plete 23 by 'is in valve 4. Wiii1e the eeeeleretor'pedeifis in clutch springs 25. Tapped into the passage l0 is the conduit 26 which at its other end is tapped this position the throttle valve Il has moved only slightly, andport 28 is still exposed largely to into` the carburetor riser 21 at; the rectangular muum in passage -Hen vacuum wm stm port 2l. (Carburetor riser 21 is divided into pas- \exist in conduit 26. This vacuum will be trans-l Sg 29 and 9855386 3 by Clbul'eml thl'ttle s ferred to conduit." and the clutch actuating' te the intake manifold er the meter of the vehicle,

` and passage lIll `is adapted to be connected to the V3 5 in which the piston is slidably mounted.

. valve 3|. Passagen is adapted to-be connected member 2l. However, regardless of the degree of vacuum at port 28, .the vacuum at passage Il lcannot, while valve I opens passage l to atmosphere, exceed the vacuum at which valve Q will allow atmospheric" pressure j acting thru hoe Il Vby ld` 33 and P13190!! Q- R06 3l is Provided with; to overcome spring I6, and thus admit more the enlarged portion 3l which contains the bore atmosphere from passage O. Thus valve at this.

stage acts as a lvacuum regulating valve and in- Piston is formed from an extension o! piston I sures that the clutch will remain partially eu-y and is held in bore 35, by ring 31 pressed into gaged as long as -atmospheric pressure exists in bore 35.' Piston 36 is provided with the small vpassage l.

the adjustable :restriction v41 places passage Il in communication withbore 4l and communicates betweeny bore 4l and passage 20,'

Passage arranged. so that all of itsarea isexposed to vacuumn passagef!! when the accelerator pedal il communicatesewith the carburetor' riser throughconduit 26 and port 2 8 which -isrectangularin shape but narrow enough to have.

the proper 'restriction of its capacity. Port' 2l is 1 is completely released, and the throttle valve is inthe position shown in Figure 1. However as port 2l is exposed 'to near atmospheric pressure the throttle valve is opened more of the area of v l in passage 2l.. The result-is that as valve 3l la7;

opened its edge passes over the face of port 28 producing a continuous drop in vacuum in the conduit 26, and this action results in atmosphere being admitted to passage ||l and diaphragm 20 from passage 30 as the above action takes place. Thus the pressure in passage I0 depends on the proportionate amount of the area of port 28 that is exposed to the vacuum in passage 29 and near atmospheric pressure in passage 30, and the Vacuum acting on diaphragm 20, and consequently the clutch plate pressure, can be increased or decreased accordingly as valve 3| is opened or closed. Complete clutch engagement will be obtained when port 28 is completely exposed to near atmospheric pressure in passage 30.

When the accelerator pedal 1 is depressed slowly, as when starting the vehicle, air passes through hole 38 from bore 35 fast enough to prevent the compression of spring 39 and the motion of Valve 3| until piston 36 reaches the bottom of bore 35. At approximately the same time piston 4 begins admitting atmosphere to diaphragm 26. The result is that the motor begins to accelerate as the clutch begins to engage. But when the accelerator pedal is depressed rapidly, as after free wheeling, air is compressed in bore 35 due to the limited capacity of hole 38, and spring 39 is compressed resulting in the opening of valve 3| more in advance of clutch engagement. Obviously the clearance of piston 36 in bore 35 could be made of the proper value to accomplish the same result.

During the normal idle of the motor, the vacuum in passage 29 acting thru port 46.on piston 4| overcomes spring 41' and holds piston 4| against stop 43 as shown in Figure 1, due to atmospheric pressure acting thru port 44. But at the instant that the clutch plates begin to contact, there is a drop in vacuum in the intake system of the motor and in passage 29. The drop in vacuum referred to occurs as the clutch begins to engage because at this time the motor begins to develop torque. As the motor is loaded more, the vacuum in the intake system will decrease, and can be made to decrease to a negligible quantity, as when the throttle Valve is open wide at low motor speeds. 'I'his drop in Vacuum begins to equalize atmospheric pressure on piston 4|, and allows spring 41 to move piston 4| to uncover passage 45 and admit mixture from passage 3U, through passage 45 to bore 40, and through port 46 to the intake system of the motor. Piston 4| is provided with taper l42 so that the greater the drop in vacuum in the lntake system during the contacting of the clutch plates, t'he greater the rate at which mixture is admitted to the intake system to accelerate the motor. Thus a means of accelerating the motor automatically as the clutch begins to engage is provided, and the amount that the motor is accelerated increases as the speed of clutch engagement increases, since the vacuum will drop more in the intake system of th'e motor when the clutch is engaged more rapidly.

Figure 2 illustrates an alternate method of automatically accelerating the motor as the clutch engages, when incorporated in the system illustrated in Figure 1. During the normal idle of the motor, vacuum in passage 29a acting on diaphragm 5| through port 52 overcomes spring 53 due to atmospheric pressure acting on the opposite face of diaphragm 5| through port 54, and holds stem 55 in the position shown in Figure 2. Lever 56 is attached to stem 55 and pivots at 5l. It is arranged to actuate throttle valve control rod 33a in opposition to spring 39a and open throttle valve 3|a. The drop in vacuum in passage 29a at the beginning of clutch engagement, begins to equalize atmospheric pressure acting on diaphragm 5| and allows spring 53 to move stem 55 and lever 56 to operate control rod 33a and open throttle valve 3|a. 'I'his admits more mixture from the carburetor and speeds up the motor as the clutch begins to engage.

In Figure 3 is illustrated a diaphragm controlled clutch with a special valve for the diaphragm to be used in a control system of the nature illustrated in Figure 1. Vacuum in passage ||Ia acts through slot 6| of valve 60 as long as yslot 6| is in register with the interior of diaphragm casing |9a. However as soon as slot 6| completely enters passage Illa, air can be removed from the interior of diaphragm casing |90. to effect further motion of clutch pIateZZa, only through grooves 62 of valve 60. 'Ihus vacuum in` passage Illa can `act to rapidly disengage clutch plates 22a and 23a, but after they have been disengaged some distance, their further motion apart is made much slower by the closing of the passage through the slot 5|. Adjustable restriction' 63 in grooves 62 makes possible anadjustment of the speed at which the clutch plates continue to move apart after slot 6| completely enters passage Ia. When vacuum is released in passage la and atmosphere is allowed to enter it to eiect an engagement of the clutch, one way check valve 64 opens due to the fact that pressure in passage Illa is greater than in the diaphragm casing |9a, and provides an additional path for air to flow from passage ||la to casing |9a to effect a clutch engagement. Port 65' is provided to govern the capacity of this path. Thus, after slot 62 has completely entered passage 0a, a path of two capacities is provided between passage |0a and the interior of diaphragm casing 9a, the path having a greater capacity when motion of air is toward diaphragm casing |9a, but being controllable in capacity in both directions. The result is that while the gears of the transmission are being normally shifted, the

clutch will be disengaged only approximately to the point where all of slot 62 enters passage Illa, because the interval of time that the accelerator is released is small, and consequently vacuum'will not be present in passage |0a for any length of time. This is desirable since a quick engagement of the clutch is desired at this time, because the motor is turning fast when the accelerator is depressed and it will come up to speed comparatively fast. But when the car has been free wheeling for a time and the motor speed has reduced to an idle, vacuum has been present in passage Illa for some time, and the action of this vacuum through groove 62 will have moved the clutchplates to the maximum distance apart. Then when'the motor is accelerated t drive the car again, the contacting of the clutch plates will be delayed kthe proper amount by the combined capacity of the path through groove 62 and one way check valve 65, which path must be the proper capacity to delay the contacting of the clutch plates untilthe motor, which has been idling and will come up to speed slower, has had timeto come up to the proper speed. Thus a means is provided that 'I'he object in retarding the motion of the clutch plate 22a toward released position during the latter part of this motion, is to provide a means of delaying the next engagement of the clutch in proportion to the time that the motor has been idling. This is desirable, since the longer the motor has been idling the slower it will be running, and hence the longer it will take to come up to speed again when the accelerator is depressed again. Due to the check valve 64 and the port 65, the clutch engagement will always be delayed in proportion to the amount of air that must pass thru port 65 to effect a clutch engagement, and this quantity of air will increase as the position of the clutch plate 22a changes to the left in Fig. 3, this position being considered as the starting point for clutch engagement as the accelerator pedal is depressed to start a' clutch engagement.

In Figure 4 is illustrated a. modied form `of control to be used in a system as illustrated in Figure 1. Carburetor riser 21h is divided into passages 29h, which is adapted to be connected to the intake manifold, and h, which is adapted to be connected to the carburetor, by the throttle valve 3|b. Thus port 28b is subject to the vacuum of the intake manifold when throttle valve 3|b is closed, and is made subject to near atmospheric pressure in passage 30h as the throttle valve is opened.

Conduit lb is adapted to be connected to the intake manifold, subjecting passage 8b`to the vacuum in the intake manifold. Piston 4b is controlled by the accelerator pedal and its position in Figure 4 corresponds to complete release of the accelerator. Vacuum acts by valve 4b by virtue of reduced portion Mb of valve 4b. As the motor idles vacuum also acts thru port 28h and conduit 26h, thru port 16 to passage Illb and thru groove 49h of valve 5b. This allows atmospheric pressure acting thru hole |8b to overcome spring |6b and move valve 5b to the position shown in Figure 4. Vacuum can then act from passage 8b by valve 5b and past valve 61 by virtue of reduced portion 66 of valve 61, to passage |0b. The direct opening thus provided from passage 8b to passage lllb allows the clutch to be completely disengaged.

tacting of the clutch plates as previously described.

Vacuum in passage 8b acts thru passage 69,

past reduced portion 18 of valve 5b, thru passage 1|, past reduced portion 12 of. valve`61, thru conduit 13 to bore 48h. Atmospheric pressure acting thru hole 44 overcomes spring 41D and holds piston Alb in the position shown in Figure 4.

However as soon as valve 5b moves to close passage 9b from passage lll'b, the enlarged portion 14 of valve 5b cuts off passage 1| from vacuum in passage 8b and subjects passage 1I to the decreasing vacuum in passage Illb. This drop in vacuum is transferred thru conduit 13 to piston Mb. Spring 41h is of such strength that piston Mb is moved to uncover port 46h when the vacuum in passage Ill'b drops to some predetermined value, which can correspond to any clutch plate pressure.

Also if passage 1| is moved nearer to passage Illb it will be in communication with passage lll'b thru groove 49h of valve 5b before valve 5b closes passage 8b from passage lilb. Thus valve 4Ib can be made to respond to atmospheric pressure in varying degrees according to the location of passage 1|, resulting in earlier acceleration of the motor with reference to the contacting of the clutch, as passage 1| is moved toward passage I0b.

Control valve 61 is to be operated by the driver of the vehicle to render the whole automatic system inoperative at will. When control valve 61 is moved inward, vacuum from passage 8b is shut oif from passage |0b at all times, and passage |0b is placed in communication with the atmosphere through groove 68, rendering the clutch operating diaphragm inoperative. Also, passage 1| is closed by control valve 61 and passage 15 is opened. Thus, passage |0b is always closed from conduit 13 and passage 8b is always open to conduit 13, so that full manifold vacuum always acts on piston 4|b to make the automatic accelerating feature inoperative while starting the vehicle. Also, conduit 26h is tapped into passage lb at port 16 above control valve 61, so that valve 61 will entirely shut off vacuum from the clutch actuating diaphragm.

In Figure 5 a still further modified form of control is illustrated. Conduit lc is adapted to be connected to the intake manifold so that vacuum from the intake system. acts in passage 8c. Piston 4c is operated by the accelerator pedal, and is shown in Figure 5 in the position it occupies at complete release of the accelerator pedal. Vacuum can then act by piston 4c by virtue of reduced portion Mc, and by reduced portion 68c of valve 61c to passage 9c.

Carburetor riser 21e is divided into passage 29C, adapted to be connected to the intake manifold, and passage 30e, adapted to be connected to the carburetor, by carburetor throttle valve 3|c. Then port 28e is subject to the vacuum of the intake manifold as the motor idles and is made subject to near atmospheric pressure in passage 30o as the throttle valve 3|c is opened. As the motor idles vacuum acts through port 28e, through conduit26c to passage |00, and then through groove 49e of valve 5c. Atmospheric pressure can then act through hole |8c to hold valve 5c in the position shown in Figure 5. Thus, a direct passage from passage 8c to passage I0c is provided, allowing vacuum from the intake system to release the clutch.

Vacuum also acts through groove 11 'of valve 61c and passage 18 on valve 19 allowing atmospheric pressure acting through hole to overcome spring 8| and hold valve 19 in the position shown in Figure 5.

When the accelerator is depressed valve 4c.

moves to shut off vacuum from passage 8c and allows atmosphere to enter passage 9c through groove |5c in valve 4c. This allows the clutch plates to move toward engagement, as the action of the clutch springs hold valve 5c open as previously described until the clutch plates contact, when valve 5c closes passage 9c from passage I0c, due to the drop in vacuum in passage |0c at the initial contacting of the clutch plates.

Also, the reduction of vacuum in passage 9c allows spring 8| to move valve 19 and` arm 82 attached to valve 19 contacts the enlargement 34c of carburetor throttle valve control rod 33e. Thus spring 9| can act to open the carburetor throttle valve as soon as atmosphere is admitted to pas-l sage 9c. Y

Control valve 91o is to be operated by the driver 'of` the vehicle to render the automatic control system completely inoperative when desired.

When piston 91e is moved inward, passage 8c-is closed from passage 9c regardless of the accelerator position, and passage 9`c is in communication with the atmosphere thru groove @8c of piston lc. Thus the 'clutch cannot be completely released by vacuum acting thru conduit 29o. Air

will be drawn thru conduit 26e but the quantity need not be great enough to disturb the carburetion of the motor.

Also as control piston 61e is moved inward, vacuum from passage 9c is allowed to act thru passage 83 and groove il of control pistonl 61o ,means is provided of subjecting. varying Aareas of port 29e to vacuum in passage 29e, and near atmospheric pressure in passage 3Go. The use of door 8d makes possible the machine production of concave surface 85. Projection 86 is provided .so that as the throttle valve is opened past the end of radius 85, the throttle opening at this point -will start gradually. l l

In Figure 6 is illustrated a method of automatically controlling the capacity oi the conduit -26 in a system as illustrated in Figure l. 'This system l can be used in any clutch control Vthat uses an atmospheric bleed to complete the clutch engagement. In its operation in co'nnection with a system as illustrated in Figure l the carburetor riser 2id is adapted to` be connected to the intake system and the carburetor throttle valvetld divides the carBuretor riser into passage 29d which communicates-with the intake system,.and passage 89d which is adapted'to be connected to the carv.

humor. 'rho omduu so is mounted 1n the 1nterior of the carburetor riser and its-open end 9| communicates with passage 29d just above the throttle valve, and points in the direction of the ilow of gases in the riser. The other end `of conduit 99 communicates with the bore 92 which slidably receives the piston 93.. Spring 94 actuates piston '93 to reduce the capacity of port 28dV and conduit 26d. Taper 95 is provided on the piston 'Y 93 to vary the restriction of port 28d.`

When the throttle valve 3id is closed,- vacuum in passage 29d acts thru the conduit 90 and on the piston 93 allowing atmospheric 93, in the position shown in Figure 6. Alsowhen the throttle valve Bld is moved pastthe port 28d slowly, the vacuum inl passage 29d is still great enough to hold piston 93L in the position shown (or approximately) in -Figure 6 until after the port 29d has been passed by valve 3|d. When howeverthe vehicle is at rest and the throttle valve is opened rapidly, the clutch plates will mpverapidly towardcon'tact until they have Y contacted slightly, and the completion of the contacting of the clutch plates will be done gradually by the action of piston 93 slnce'air mustmove ressure acting thru -hoi`e96 to overcome spring and hold piston thru conduit 29d to complete the lclutch lengagement.` This is true because thel d .ropy in Vacuum in passage 29d will be great enough to allow `spring 94 to move piston 93 to bring taper 95 l in register with the port 28d, and the-greater the drop in vacuum in passage 29d the greater will be therestriction of port 23d. I

When however the throttle valve is opened rapidly with the motor turning rapidly, as when normally shifting the gears, considerable vacuum will exist at port 9i due to the velocity of gases in vpassage 29d. This is true because of the direction port 9i faces, and because of the action of the gases around the throttle valve tid. There are numerous points around the throttle valve and in the intake system generally at which vac'- uum will exist in increasing amounts as the mo-r tor speed is increased with a wide 'open throttle c (or approximately). The strength of spring 945 is such that the. above vacuumA will hold piston @e to decrease the restriction of port 28d as com pared to the restriction 'in lthe former case. Thus it is obvious that by the correct location of port 9i andthe correct design of piston Qtand spring 9d and other related parts, the system can be made to allow'a slower nal contacting of the clutchplates when the throttle valve is opened rapidly and the motor is turning slowly than under the same conditions with the motor turning rapidly, and that the faster the motor is turning the faster the nal engagement ofthe clutch will be made. It is also obvious that the I same principle could be applied to othersystems employing an atmospheric bleed to complete the clutch engagement, such as a system employing .an accelerator controlled bleed to the atmosphere. Likewise a centrifugal device could be used to de' crease the restriction of the port 29d as the motor speed increased t Suchadeviceis shown inFig. 8 and is to be used in connection'with a system as illustrated in Fig. 1 and Fig.-'l. In this control means, the valve 93e controls communication between the Y port 28e and the conduit 28e. 'I'he valve 99e is provided with the taper 95e whereby the restriction of port 28e is decreasedbas thev valve 99e moves upward and increases as the valve 93e is moved downward. The valve 93e is furtherprovided with the stem HID having an enlarged end lil. The end III its in a bore in the member m and 1s held lniiiosmon hy che nog Hs which is pressed into the member I i2, causing the-valve 99e to 'move up or down as ,the member i i2 moves, but allowing the member iiztorot'ate aboutathe end ill of'stem lill. The governors til are pivfotably connected to the member. llt-by means of arms HW Likewise, the governors,lr Il are piv" otably'connected to the pulle'y H-B` hlch is supported by the bearing M and unveil by-,a heit H8 which is adapted to operate from the motor pump shaft or other convenient means. Integral with the poney l ls is the guide shaft i ls on which the member I I2 reciprocates.

Thus when 'the motor is not running, or is running Aat some predetermined slw speed, the governors lll, due to their weight will occupy the position`l shown 'in aFig., 8. The length of Ythe valve stem Il!) will determine the degree o1 restrictionof port 28e. Then as the speed oifthe motor increases, the governors lll, due to their centrifugal force, will move upward. This motion will move valve 93e upward, and due to the taper 95e of valve 93e, the restrictiomof port 29e will be decreased as the motor speed increases. 'I'hus a system is provided in which the capacity ofthe 6 l l r conduit controlling the Ainal clutch engagement, conduit 26e, increases with the `motor speed, and hence effects a more rapid clutch engagement as the motor speed increases.. Also in the operation of a control such Ias illustrated in Figure v6, thel general drop in .vacuum in the intake system as the torque developed by the motor increases is a, condition favorable to theproper action of this system, since as the clutch begins engaging the 4motor torque will increase and cause a de-- crease of vacuum `in the intake system which will automatically tend to'soften the completion of clutch engagement.

i 'I'his system will also assist in securing a better lwheeling or coasting and the motor has been idling, and the accelerator is depressed to drive the vehicle again. This is true because the opening of the throttle under the above conditions will reduce .the vacuum acting on the piston 93 sufciently to close or restrict .the port 28d, and thus delay the nal engagement of the` clutch giving the motor more time to come up to the speed of the vehicle. 5 What I claim .as my invention is: 1. In a system of the class described, the combination with the intakesystem, the carburetor and a mechanism for. controlling the accelera- .tion of the motor, of a pressure responsive means 30 for releasing the clutch, means providing a passage between said' pressure responsive means.'

and said intake system, means operative, when the aforementioned mechanism is; released, to open said passagewhereby vacuum from said intake system lactuates said pressure responsive means to: release the clutch;` Vmeans operating upon the actuation of said aforementioned mechanism toreduce the vacuum acting-onv said pressure responsive means whereby the clutch is moved toward engaged position, and means ref sponsive to pressure changes accompanying the operation of said system, and being operative at a vpredetermined drop in .vacuum inl said sys- .i tem, to admit more mixture to sa'id intake system.

anism to reduce the vacuum acting on said pressure responsive means whereby the clutch is moved toward engaged position, and a by-pass. of the throttle valve of said carburetor, said lay-pass forming a passage from said carburetor to said intake system when vacuum in said system decreases upon the actuation o f said aforemen-' tioned mechanism .to some predetermined value. o5 3. In a system of the class described, the combination with the intake system, the carburetor and a mechanism for controlling the acceleration of the motor, of a pressure responsive means for releasing the clutch, means providing a passage' between said intake system and said pressure said passage whereby vacuum from said. intake )system actuates said pressure responsive means' *(5 to release' said clutch, means operating upon the clutch engagement after the-vehicle has been free upon the actuation of said aforementionedmechresponsive'means, means operative, when the aforementioned mechanism is rleased to open actuation of said aforementioned mechanism to' reduce the vacuum acting on said pressure responsive means whereby said clutch is moved toward engaged position and means responsive tof vacuum in said intake system, and being 5' bperative at a predetermined drop in vacuum in said intake system'to admit more mixture from said carburetor to said intake system. 4. In a system of the class described, the combinationwith the intake system, the carburetor 10 `and a mechanism for controlling the acceleration of the motor, of a pressure responsive means for releasing the'fclutch, means providing a pas-v .sage between the intake system and said pressure responsive means, means operative, when l5 the aforementioned mechanism is released, to open said passage whereby vacuum from said intake system actuates said pressure'responsive means to release. said clutch, means operatingupon the actuation'of said aforementioned mechanism to reducev the vacuum acting on said pressure responsive means whereby said clutch is moved toward engaged position, and means responsive to the admission o f atmosphere to said system by Vsaid aforementioned mechanism, and 25 being operative at a predetermined drop in vacuum to admit more mixture from said carburetor to said intake system. 5. In a system of the class described, the combination with the intake system, the carburetor 30 throttle valve, and a mechanism for controlling the acceleration of the motor, of a pressure responsive means for releasing the clutch, means providing a passage between said intakesystem and said pressure responsive means, means op-4 i erative, when the aforementioned mechanism is released, to open said passage whereby vacuum from said intake system actuates said pressure responsive means to release,said clutch, means operating upon the actuation of said aforemenf 1; tioned mechanism to reduce the vacuum' acting on said pressure responsive means whereby said clutch is moved toward engaged position', and

means responsiveto the admission of atmosphere to said system by the actuation of said afore- Y mentioned mechanism, andy being operable at a predetermined drop of vacuum' to cmplete a by-pass of-said carburetorthrottle valve, said by-pass admitting more mixture from said carburetor to said intake system. .l

6. In an automotive vehicle provided with a carburetor, an intake manifold and a clutch, power means for operating'the clutch including a pressure differential operatedy motor operably connected to the clutch, and yvalve lmeans i for synchronously controlling the clutch engaging operation of said motor and the passage of combustible mixture manifold. r l 'LfIn an automotive vehicle provided with a carburetor, an intake-manifold and a clutch.. power means for loperating the clutch including a pressure differential operated motor operably connected tojthe clutch, and valve means for synchronously controlling the clutch engaging operation of said motor and the admission of comfrom the carburetor to theL bustible mixture to the manifold, said\ valve means including an automatically operated valve for by-passing a quantity of said mixture from the 'carburetor to the manifold.

8. 'In an automotive vehicle provided with-an Lengine and` driving anddriven clutch members,

means forincreasing the speed of the engine :when the clutch members contact one with another, said means including a pressure diierential operated valve.

9. In an automotive vehicle provided With a carburetor. riser, a throttle valve, and a clutch 5 having driving and driven members, power means for operating the clutch comprising means for eecting a relatively rapid engaging movement of the clutch up to a point where the clutch Amembers contact, together with means, operative 10 in conjunction with the operation of the throttle,

for eecting a controlled and relatively slow completion of the engagement of the clutch, said latter means comprising an opening in the carburetor riser cooperating with the throttle.

10. In an automotive vehicle provided with an engine, a'throttle, and a clutch Having driving and driven members, power means for operating the clutch comprising meansfor eiecting a relatively rapid engaging movement of the clutch up to a, point where theclutch members contact, means, operative in conjunction with the operation of the throttle, for ele'cting a controlled and relatively slow completion of the clutch engagement, together with means, automatically operable when the clutch plates contact, for increasing the speed of the engine.

11. In an automotive vehicle provided with an engine, a throttle, and a clutch having-driving and' driven members, means for operating the clutch, said means including means, operable when the clutch members contact, to slow up the engagement of the clutch, means, operable in direct proportion to the degree of throttle opening, for controlling the completion of the clutch engagement, together with means, automatically operable when the clutch plates contact, for increasing'the speed of the engine.

RALPH S. WHITTINGTON.

DISCLAIMER 2,103,284.-Ralph S. Whittington, Oak Park, 111. AUTOMATIC CONTROL OF CLUTCH AND THROTTLE ACTUATION OF AN AUTOMOTIVE VEHICLE. Patent dated December 28, 1937. Disclaimer filed November 7, 1938, by the assignee, Bendix Products Corporation. Hereby enters this disclaimer to claim 6 Of said patent.

[Ocial Gazette December 6, 1938.] 

